US2368865A - Combined fluid drive and automatic selective speed power transmission mechanism - Google Patents

Combined fluid drive and automatic selective speed power transmission mechanism Download PDF

Info

Publication number
US2368865A
US2368865A US424644A US42464441A US2368865A US 2368865 A US2368865 A US 2368865A US 424644 A US424644 A US 424644A US 42464441 A US42464441 A US 42464441A US 2368865 A US2368865 A US 2368865A
Authority
US
United States
Prior art keywords
drive
member
fluid
elements
speed
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US424644A
Inventor
Howard J Murray
Original Assignee
Howard J Murray
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Howard J Murray filed Critical Howard J Murray
Priority to US424644A priority Critical patent/US2368865A/en
Application granted granted Critical
Publication of US2368865A publication Critical patent/US2368865A/en
Anticipated expiration legal-status Critical
Application status is Expired - Lifetime legal-status Critical

Links

Images

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D67/00Combinations of couplings and brakes; Combinations of clutches and brakes

Description

1945- V H. J. MURRAY COMBINED FLUID DRIVE AND AUTOMATIC SELECTIVE SPEED POWER TRANSMISSION MECHANISM Filed Dec. 27, 1941 2 Sheets-Sheet J:

FIG 6.

\56 INVENTOR 60 W J W Feb. 6, 1945. H. J.. MURRAY COMBINED FLUID DRIVE AND AUTOMATIC SELECTIVE NSMISSION MECHANISM 2 Sheets-Sheet 2 SPEED POWER TRA Filed Dec. 27, 1941 r 1;}VENTOR. I

Patented Feb. 6, 1945 COMBINED FLUID n SELECTIYE SPEED MECHANISM Howard J. Murray, New York, N. 'Y.

RIVE AND AUToMATIo rowan TRANSMISSION Application December 27, 1941, Serial No. 424,644

27 Claims. 01. 74-189.5

The present invention relates in general to an automatic speed-torque converting power transmission mechanism, and specifically relates to a device for eflecting a plurality of positive speed drive relations between driving and driven members of a power transmission.

One of the objects of the present invention is to provide a simple form of mechanism including elements of planetary gearing arranged to derive control power from the driving member differentially through a positive path and a slipdrive path, and thence employ a. portion of the said derived power to selectively brake certain elements ofthe said gearing stationary and thereby selectively effect a pluralityofpo-sitive speed-drive relations between the driving and driven members.

A further object of the present invention is to provide a combination of means including a slipdrive couple, elements of gearing and selectively actuated element braking means wherein the holding means selectively brake certain elements of the said gearing stationary thereby to effect a predetermined positive speed-drive relation between the said elements and the said couple according to the extent and variation of the load torque on certain of the said elements.

An additional object of the present inven- "tion is to employ elements of planetary gearing and fluid drive coupling in a differential torque responsive manner whereby certain elements of the said gearing will be unidirectionally retarded in a selective manner by braking elements in accordanoe with theextent of the variation in the load torque on a driven member of the gearing.

A still further object of the present invention is to' provide a combination of means.ineluding drive and driven members, elements of planetary gearing, a slip-drive coupling and a selective holding organization including braking portions selectively actuated by the said elements of gearing into braking position to selectivelyhold certain of the said elements stationary during certain variations in the pressed on the driven member.

A still additional object of the present invention is to provide a plurality of selectively actuated 'drive control portions arranged to be operatively actuated in accordance with the magnitude and degree of variation of the torque load impressed on the driven member of a power transmission.

The invention also contemplates the use of a plurality of selectively actuated fluid pumps and associated valve mechanism to hold certain eleload torque immembers.

The present invention is a further. development of the disclosure included in my U. S. Patent application Serial No. 353,441 filed August 21, 1941,

and my U. S. Patent application Serial No,

367,944 filed November 30, 1940. 1

While the present invention. is obviously capable of use in any location wherein itis de-' sired to transmit power from one memberto another at automatically effected selective p0si-- tive speed-drive relations, the present invention is particularly applicable to power transmissions for use in connection with automotive vehicle construction, and it is in this connection that embodiments of the'present invention will be described indetail. Accordingly the present disclosure includes automatic torque converting means for selectively eflecting slip and non-slip drive relations -be-' tween drive anddriven members vofa power transmission. v i

In one embodiment of the present invention the fluid coupling and elements of gearing are normallyjn differential slip-drive relation between drive and driven members, and element holding means are arranged so as to cause the said holding means be actuated by certain elements of the gearing whereby the said normal slip-drive relation will be superseded by certain positive speeddrive relations. In another embodiment the said normal slip-driven relation will be superseded by positive speed-drive relations efl ected by fluid holding means.

In the drawings:

Figure 1 is an embodiment of the present in- I vention partly in vertical section taken axially of the main shaft.

Figure 2' is a transverse sectional view taken upon the line 2-2 of Figure 1 looking in the direction indicated by the arrows.

Figure 3 is a transverse sectional view taken upon the line 3--3 of Figure 1 looking in .the direction indicated by the arrows.

Figure 4 is a partial sectional view .in elevation taken along the main shaft showing the stationary portion of the camming means.

Figure 5 is a partial sectional view in elevation taken along the main shaft showing the axially and rotary movable portion of the camming means.

Figure 6 is apartial. sectional view of the selectively actuated braking means in braking position for a selected positive speed-drive relation between the driving anddriven members.

Figure 7 is a partial sectional view of the means of Figure 6 showing the braking means actuated 'to effect another selected positive-speed-drive relation.

Fig. 8 is a showing of modification ofthe means of Figure 1 in which fluid drive control means are selectively actuated instead of rollers.

Figure 9 is a transversesectional view taken upon the line 9-9 of Figure 8 looking in the direction indicated by the arrows.

While the physical parts of the mechanisms for carrying out embodiments of the present disclosure will be identified by specific names for convenience of expression, they are intended to be as generic in their application to similar parts as the art will permit. 7

There is shown by means of Figure 1 of the drawings a novel slip-drive coupling and associated power transmission elements normally constituting a slip- -drive mechanism, and an associated drive control mechanism for automatically causing the said transmission to become a positive speed transmission. A pair of power shafts I I] and II are disposed in axial alignment with their adjacent ends including the reduced portion 34 of the shaft I interfitted so as to provide proper bearing surface.

The said power shafts l9 and II are mounted for independent rotary movement respectfully in suitable bearings 20 and 2| supported in the casings I8 and 29. While either of these power shafts may be considered as the normal driving member of the mechanism, for the purpose of this description, it will be considered that the shaft -I0 is the normal driving member, and is operatively connected so as to be driven from a source of power (not shown) such as an internal combustion engine.

Accordingly the shafts I0 and II are drive related normally so that the shaft II is the driven membenand is operatively connected to whatever mechanism (not shown) it is desired to drive. 4,

The shafts I9 and II are preferably made of a good quality of steel. The shaft I9 is formed with the sun teeth 43 at the radially extending portion 4|, and the splines 9 and I2 at .the portion 49. The shaft I I is formed with the radially extending portions I3. The sun teeth 43 are formed so as to operatively,receive the planet teeth of a number of planet gears 36 (see Figure' 3) mounted on the bearing I5 symmetrically mounted supporting member 66 formed for rotation about the axis of the shaft I0. 1

A slip-drive couple element 26 is splined a splines, 9 so that the impeller member 26 will be axially supported on the member ID for rotation therewith. A second slip-drive couple element 2! is freely mounted on the bearing member 11 formed with splines ;to mate with the splines I2 formed on the member ID. The runner element 21 is formed with an axially extending portion 58 provided with annular teeth 88 (see Fig. 3') constantly in mesh with the planet teeth 35 in turn constantly in mesh drive relation with the sun teeth 43. The impeller member 26 is provided with the radially extending vanes 30 (see Fig. 2) and the runner member 21 is provided with the vanes 3|. The ring memthe portion I6 so as to be mounted on the mating aseaeea set of .planet gears i6 provided with planet teeth 49 in turn constantly in mesh drive relation with a second set of sun teeth formed on the gear element I5 keyed to the shaft Ill. The

planet gears I6 are freely mounted for rotation to the said elements by any suitable known method such as by welding or brazing.

The member 21 is also formed with slots 8| to receive a plurality of brake rollers I3-B. The portion -11 of the member 66 is also formed with the slots 69 to receive the brake rollers I0. In the present disclosure, let it be assumed for the purposeof this description that the rollers I3B and III are unidirectional braking means.

The casing portion-I8 is formed with a bell portion I9 for attaching same to the vehicle upon which the device is to be installed and operated. The portion 51 of the said casing I8 is formed with threaded openings 45-A (see Figure 2) to receive the bolts 45 provided with the washers 19. The mating casing 29 is formed with the axially extending flanged portion l4 in turn formed with the earns 46 (see Fig. 4) having cammed surfaces I4. The casing 29 also includes the enlarged end portion 50 tapped and threaded to receive the bolts 52 for securin 63 is axially shorter and stronger and does not normally touch the member 56 until it has been axially moved to the right a given distance as hereinafter described. The spring 63 is supported and positioned by the axial projection 53 formed from the member 5|.

The end member 24 i formed to receive the oil retaining material 28 and is attached to the bell casing I8 by .mean of the bolts 22. The end member 25 is also formed to receive the oil retaining material 28 and is attached to the end enclosing member 5| by means of the bolts 22.

The washers 38, 28, and 91 are positioned between the members of Figure 1 as shown so as to keep the said members in proper operative relation.

By means of Figure 8 there is shown a modi- 11 of Figure 1 is modified so as to include the bu pump teeth II-a in place of the portions 44,

6| and 68. The members including the cammed 10 portion 56, and springs '23 and 63 of Figure l are replaced by the toothed portionsfl and '85 of Figure 8. The pump sets 58-a and 84 and 'I'I a and.85 are operatively separated by the washer 96 and each pump is provided with fluid openings 92 and a fluid valve 90. as hereinafter described.

In assembly, the cammed member 58 and the springs 23 and 83 are operatively positioned in one modification by securing themember 5| t the casing portion I 4 by means of the bolts 52.

The members 68, 36, I5, IS-.and II are then assembled on the member III. The washer 38 and the bearing 2| is positioned and moved into place and the end member 25 attached to the enclosing 5 member 5|. The washer 91 and the splined bearing 51 are then installed to receive the runner member 21 by moving the shaft il until the annular teeth of the portion 58 are in mesh drive relation with. the planet teeth 35 of the planet gears36. The spacing washer 95 is then installed and the impeller member 26 moved to its axial position on the splines 93 of the mem- .ber I0 (see Figure 2). The washer-84 and-the bearing 20 are then installed and the casing I8 'The clockwise speed of the runnerelement '21 secured to the casing 28 by means of .the bolts 45. after the end piece 24 is secured to. the casing I8 by means of the bolts 22. It will be understood there are other ways of assembling the means of Figure 1 according to the manner of 40 and the purpose for which the device will be'installed and operated by those skilled in the art. In any event, the device may be attached to the vehicle upon which it is to be installed and\ operated by means of the-bell portion I9 by conventional means (not hown) such as bolts.

The conventional clutch may be placed between the source of power and the member ID if desired, although it is possible according to the 5 present disclosure to directly connect the member II) to the said source of power. Let it be assumed for the purpose of this description, that the said source of power when connected to the said member III will rotate the said member clockwise as viewed froni the left hand end of the means of Figure 1. The device to be driven, such as an automotive vehicle, is assumed to be connected to the normally driven member I I through a conventional reversing unit (not shown) and that the member I I is normally driven in the same direction as the said member I0.

The fluid retaining enclosure formed by the transmission casings I8, 28, I4 and 5I and the.

end members 24 and 25 is assumed to be fluid tight by means of conventional gaskets (not shown) and well filled with a suitable fluid driv medium.

The roller brake elements are assumed tobe assembled on the member portions 58 and 11 before the general assembly. The sets I3B and 10 may be held by conventional retainers so as to be moved on to the portions 58 and 11 as complete sets. In this event the portions 68 and 'II would be modified to lncludeconventional portion to constitute press fit rings.

With the normally "driven member III rotat- 'ing clockwise at constant speed (constant speed assumed for'the purpose of this description, altho it is obvious that the speed of the member II) will vary in the manner of and the purpose for which, the device is installed and operated) with the said reversing unit in position to move the said vehicle forward along'itsp path. Let it be further assumed that the said conventional clutch is in-and'that a very slight torque load is impressed on the'nor'mally driven mem'-' ber II.

All the rotatable members 18, I I, 26, 21,86, 36 and 16 of Figure 1 will rotate at the same approximate clock-wise' speed about the common axis, of the members I 0 and II.

'ber II all the said rotatable members would ro-' tate integral at the same speed about the said common axis. Actually due to certain losses by friction and in the fluid the speed of the member II will be slightly less than the speed'of the member I 0. A slight difference in clockwise speed will takeplace between the elements of the 'slipdrive coupling and'between the sun, planet'and annular gears of the planetary gearingij A slight fluid drive action will be initiated between the impeller element 28 and the runner element 21.

The power for this fluid driveaction will be derived from the normally driving member I0. As the impressed load torque on the member II is now increased, the said fluid' drive action.

between the elements 26 and 21 will increase.

will thus decrease relative to the clockwise speed of the member [0. The clockwise speed of the annular gears 58 forming a portion otthe element 21 (see Figure 3) will also decrease, but'the clock-wise speed of the annularteeth 45'will: decrease slower than the clockwise speed of the annular teeth 88 in order to maintain the proper relations of the said gearing elements.

Under normal driving conditions (with the} speed of the member l0 still constant) the clockwise speedof the .runner element 21 will decrease with increase of impressed torque load on the member II. The fluid drive action between;

the couple elements 26 and 2'I will increase, and the clockwise speed of the annular teeth88 will continue to decrease faster than; the clockwise speed of the annular teeth '45. Eventually the annular teeth 88 will decrease in speed to a state of rest or zero speed. The annular teeth 45 will still be rotating clockwise as the annular teeth 88 reach zero speed with the runner element 21.

It is obvious that the sets of roller clutches I3-B and III of Figure 1 may be operated as -bi--.

directional or unidirectional brakes according to the form of the roller slots 88 and 8|. Let it be assumed that the slots 8| are so formed as to cause the rollers 88 to act as unidirectional brakes as the portion 58 of the runner element 2! now 1 I rotates or tends to rotate counter-clockwise relative to the cammed member 58.

With still further increase of impressed load torque on the member I I, the runner 21 and'thus I the annular teeth 88 will start from rest to rotate counter-clockwise and thus the roller brakes I8-B will be moved into clutching engagement With a theoretically zero load torque impressed on the mem- 48 against the said springs.

between themember portion 58 and the tapered j surface of the cammed member 56 to hold the portion 58 and thus the runner 21 stationary for a given impressed torque load, and the members I and II will be in-positivespeed-drive relation as 36 on the bearings I thereby to-rotatethe freely mounted annular gear member 66 cckwise..

In this eventxthe annular teeth 45 will be rotated clockwise, to aid the sun teeth 44 of the keyed sun gear member I5 to rotate and revolve the planet gears I6 on thebearing shafts 65 about the common axis of the members I0 and l I. Thus the portion 64 of. the normally driven member II will be rotated slower clockwise as the torque load increases;

If the impressed torque on the normally driven member I I does not further increase, the driving status of the means of Figure lwill remain fixed because the speed of'the member I Dis constant and the fluid driving. action of the 'fluid coupling thus remains constant. Let it be assumed that the said impressed load torque on the member I I to maintain this status is the lower limit of a torque load band hereinafter designated as the intermediate torque band. As long as this lower limit is maintained" the cammed ring. shaped member 56 will remain stationary against the compression of thespring 23 because ofthe prethe guides will tend to increase, and this'istrue,

because the greater force will prevail. Thus, the force from the driving member ID to the sun teeth 43 and the annular teeth 88 and the rollers will be automatically employed to move the member 56 to a balancing position as the rollers follow the said spiral path.

As the impressed torque isVaried the member 56 will be moved axially to the right or left. With sufficient increase in the impressed torque load, the member 56 will be moved to the right as the gearing element I1 is decelerated to zero speed. The. rollers I3B will have moved along matically transferred from the rollers I3--B to? the rollers 10 as a function of th impressed load torque.

With further increases in torque load the counter-clockwise tendency of the roller brake I3-B will increase to further rotate the member 56 counter-clockwise and move it axially: to the right of Figure 1. Thus the torque balancing action of v the drive control means of Figures 1, 3, 4, 5, 6 and '7 is operatively related to thtorqueload impressed on the driven member. The rollers I3B determined balance of the connecting force re:

solving action of the means of Figure ,1.-

If the impressed torque is now further increased, the said connecting-force-resolving action of the means of Figure 1 will cause an increase in the tendency of the annular teeth 88 to rotate counter-clockwise against the clutching surface 82.0f the cammed member. 56 to move the member 56 axially and rotationally to the right against the spring 23. It is obvious that no relative move-. ment will take place between the rollers I3 -B and the saidaxially movable member as long as the said runner element 21 is stationary as the impeller element 26 rotates at the said assumed constant speed to transmit positive power through the shaft portions 40, 4| and I5 to the normally drive member II, and at a speed-torque ratio determined by the said gearing.

However, with a change of impressed load torque, the runner member 21 will not remain stationary and the member 56 .will be moved with two modes of motion by the camming ac-' tion of the mating surfaces (see Figure 4) 46 and will also move along the guides-8| as they rotate and revolve to follow a spiral path on the tapered inner brake surface of the said member 56. There will be no sliding motion of the ballson the said inner surface; because they can move tered when constantly lubricated balls move along conventional guides. It is obvious that if any wedging action occurs at the point of contact between the rollers and the said braking surface of the member 56 the movement of the rollers in The rollers I3--B and I0 automatically act as torque responsive over-running brakes whenactuated to engage the rotatable and axially movable conical inner braking surfaces-of the member 56. The friction between the mating surfaces 83 and 41 will be about the 'same as for similar cammedsurfaces when properly designed with suitable material and constantly lubricated in the said fluid. The said surfaces will actually b immersed in this said fluid according to the present disclosure. This movementtothe right will further compress the spring 23 whichrnay be providedgwith a taper so as to I increase itseresistance against compression as the member 56 is moved to the right. Eventually the impressedtorque on thej'member II will increase to the upper limit of the said assumed intermediate torque band. During this impressed torque increase between the :limitsiof the said'intermediate band the'members I0 and II have been in the said-positive'intermediate speed-drive relatween the members I0 and II will be maintained.

.Thus, a hunting action of the drive control means of Figure 1 is automatically produced by the connecting force'resolving action of the members '56, 23 and associated portions as V, hereinbefore described. j It should be noted at this time that two general. paths are provided for the transmission of powerby and between the members I0 and II. Part of the said power will be transmitted by the fluid drive path'including the fluid coupling elements Hand 21, and the other part of the said power willbepositively'and mechanically transmitted by the shaft Ill. .The torque impressed by the runner element 21, one of the said paths, is employed to control the torqu drive status of all the power (minus the losses) transmitted throughout all the said paths between the members I0 and II.

Now let it be assumed that the torque load on v I the member II is increased beyond the upper intermediate band limit. The member I! will be further rotated against the cam faces 83 and I4 (see Figs. 4 and 5) to move the sald member 56 further to the right to further compress the spring 23. But the surface of portion 82 is tapered away from the axis of the member I0,'and when the member 56 is moved sufliciently to the right, the roller brakes I3-B will no longer be held by the braking surface 82 of said member 56 (see Figure 7). In this event, the roller brakes. I3B will rotate counter-clockwise relative to the member 56. The rollers I 3B will act approximately as a thrust bearing with little opposition to the counter-clockwise rotation of the fluid drive element 21. The members I I) and II are automatically released from the said intermediate positive drive relation and a low speed band relation between the said members I and II will be automatically effected as a function of the torque load on the member I I.

As the torque on the member II is nowfurther increased, the counter-clockwlse speed of the runner element 21 will increase. It should be noted that the fluid drive action between the elements'26 and" 21 is at maximum value as the element 21 is at rest because the greatest difference in speed occurs for this condition, and when the roller brakes I3-B are released by the said increase of load torque beyond the intermediate band, this fluid drive action between the elements 26 and 21 will less and less tend. to cause the members In and II to approach the same speed in opposite directions. But, such tendency will be overcome by the greater force tending to rotate the said element 2'! counterclockwise because of the gear reaction due to the said increased torque load on the member I I.

With this further increase of the said torque load, the counter-clockwise spec of the element 21 will increase and the fluid drive action between the elements 26 and 2'I'will decrease. The clockwise speed of the roller'brakes I0 will'decrease along with the decrease in the speed of the member II.

Eventually the clockwise speed of the annular teeth 45 will decrease to zero and thus be at rest.

It is obvious that many different combinations of gearing may be employed to meet the peculiar requirements under which the devices of the II and the cammed member II to hold the annular teeth 45 stationary. The planet gears 86 (see Figure 3) will be rotated counter-clockwise by the sun teeth 43 as they are revolved about the -axis of the member III' to rotate the element 21 counter-clockwise at the clockwise constant speed of the member III. There will be little fluid drive power lost in this operation as there will be no fluid drive action between the elements 26 and 2'! as hereinbefore explained because the fluid pressures in the fluid paths of both elements will be equal. The fluid elements 2.6 and 21 and the sun teeth 43; planet teeth 35 and annular teeth 68 are in effect automatically eliminated from the mechanism (for this torque load) insofar as any driving relation between the members In and II is concerned.

With the annular teeth 45 at rest, the sun teetlfl, I of the constant speed rotating gear I5 will rotate the planet ge teeth 49 against the still annular teeth 45 held s ationary by the member 56. Such rotation will rotate the shaft and thus the portion 64 forming a part of the normally driven member clockwise. This rotation will be positive at a ratio determined by the elements of the said planetary gearing. The positive speed-drive ratio when the rollers I0 are held stationary will not be the-same as the speeddrive ratio between the members In and II as when the rollers I3B are held stationary. Thus, the mechanism of Figure 1 automatically provides a fluid drive relation between the members III- and II and thence in addition automatically effects a plurality of predetermined positive speed-drive relations between the driving and driven members In and II.

As the torque load on the member I I continues to increase, the counter-clockwise torque transmitted to the rollers 10 will also continue to increase, and the ember 56 will again be moved against the said cammed surfaces to both rotate and move axially further tothe right against both of the springs 23 and 63 to compress same. However, according to the present disclosure, the

inner braking surface 61 of the member 56 is. not

tapered as is the surface 82 (see Fig. 5) so that I the rollers to will not be released with increase of present disclosure will be installed and operated.

However, for the purpose of this description, let it be assumed that the roller brakes 10 will come to rest as the counter-clockwise speed of the element 2'! equals the ,clockwise speed of the fluid drive element 26. In this event, there will now be no fluid drive action between the'elements 26 and 21, and thus the fluid drive action of the mechanism is automatically eliminated as a function of the difference in speed of the members I0 and II.

The rollers I3-B are rotating counter-clockwise with little or no opposition from the cammed member 56, but the cammed member 56 will be held to the position it has been axially moved to the right at the time the roller brakes I3-B are released to relatively move or rotate as a thrust bearing in effect to maintain the said member 56 against the reseating pressure of the spring 23 for this predetermined torque load.

As the said load torque is now still further increased, the member 66 and thus the roller brakes 10 will start to rotate coimter-clockwise- This action will move the said rollers 10 into clutching relation with the portion 11 of the member torque impressed on the member I I as will occur in the case of the rollers Ii-B. Thus a continued increase of torque will eventually act to stall the source' of power rotating themember I0 because the said speeddrive ratio will not change according to the said torque increase.

The mechanism of Figure 1 is, therefore selflimitlng as to the possible speed-drive ratio between the members Ill and II when the member III is the driving member.

If the member I 0.15 now rotated at varying speed, any one of these speeds may be considered for a given instant as a constant speed and all of the operating relations as just described for the members, portions and elements of Figure 1 will occur as stated, but perhaps at different ratios.

If the impressed load torque on the member H is now a maximum for the operating conditions predetermined for the source of power, the member 56 will be moved to its extreme right axial position for maximum operating requirements. There will normally be space left for an emergency stalling movement, and there will also be emergency compression remaining in the springs 23 and 63 so as to eliminate any shock or jar.

If the impressed load on the member I I is now decreased, the resultant torque effort of the porzero value as the member 56 moves to the left from the position shown in Figure '7 to the position shown by Figure 6. The movement of the member 56 due to the varying counter-clockwise torque eifort of the roller brakes 16 occurs during a low positive speed-drive relation between the members 16 and II. The torque band impressed on the member ll during the positive speed-drive control action of the rollers 16 will hereinafter be referred to as the low-speed torque band, and the members 16 and II will remain in positive low-speed relation as the impressed torque on the member ll varies between the limits of this low speed band. Thus the drive control means of Figure 1 inherently possesses the ability to operate with a hunting action in effecting the selected positive drive relation between the members l6 and II.

With further decrease of the load torque on th member I l the portion 11 and the rollers 16 will start to rotate clockwise, and the rollers will be free to rotate clockwise relative to the member 56. The element 21 will decrease its counterclockwise rotation as the rollers I3B will act in effect as a thrust bearing to resist the said spring to prevent any further movement of the member 56 to the left for the given torque load on the member ll. Normally the roller brakes I 3--B are free from the member 56 as long as the rollers 16 are held, and come into contact with the tapered surface 82 at approximately the time the rollers 16 leave the cylindrical surface 61. It is possible, however, to arrange the clutching surfaces. 61 and 82 of the member 56 so that both sets of roller brakes I3B and 16 may co-operate to hold the member 56 in a predetermined position for a given torque load on the member II by proper arrangement of the rollers, springs and the clutching surfaces.

As the torque load continues to decrease, the rollers l3--B and the element 21' will approach and reach a state of rest from their counterclockwise rotation. During this approach the counter-clockwise torque decreased to the point where the member 56 could hold the 13-3 rollers approximately stationary and thereby the element 21 approximately stationary. This torque point constitutes the upper intermediate speeddrive band limit as hereinbefore described. The rollers l3--B will continue to be held approximately stationary as the impressed load torque on the member ll decreases through the intermediate torque load band.

When the lower intermediate band limit is reached the rollers l3--B will begin to rotate clockwise and the transmission mechanism of Figure 1 will be in a fluid slip-drive relation with the element 21 increasing in its clockwise rotation as the torque load on the member H is decreased.

It should be noted that these fluid and positive speed-drive relations between the members 16 and II are effected without shock or jar. This aseases is true, because the portion 11 is at rest or nearly so as the rollers 16 are moved into braking position and out of same with the member 56. The same is true of the set of roller brakes 16-13. In addition the springs 23 and 63 are positioned to act as shock absorbers. The rollers may be moved into operative position and out of same with great mechanical advantage because of the relatively small taper angles of the surface 82 and 61. The size and number of the rollers and .the form of the roller slots may be varied to meet the manner of and the purpose for which the mechanism will be installed and operated. In addition the cascade arranl ement of the planetary elements of gearing may be amplified to include one or more sets of roller brakes so as to increase the number of positive speed-drive relations between the members 16 and II.

The present disclosure is a further development of the inventions described in my copendlng U. S. applications Serial No. 353,441 filed Aug. 21, 1940, for Automatic change speed power transmission mechanism" and No. 358,062 filed Sept. 24, 1940 for Fluid drive mechanism, and the method of arranging elements of planetary gearing in cascade so that certain of the planetary elements will be held in accordance with the torque load on the driven member is taught in No. 353,441, but the holding action of the means of these disclosures depends on fluid action. According to one modification of the present disclosure roller brakes are selectively employed with greater efficiency than with the fluid'means of No, 353,441. Roller clutches are employed in No. 385,062 without the hunting action inherent in the present mechanism.

Whenthe normally driving member I6 becomes the driven member as it rotates clockwise as viewed from the left hand end of the means of Figure 1 with a relatively small load torque imposed on'the now driven member l6, all of the ro tatable mounted members of the mechanism of Figure 1 will tend to rotate at the same clockwise speed about the axis of the shaft 16. With increase of load resistance on the shaft l6, the member II and thus the portion 64 through the bearing shaft 65 and the planet gears 16 will tend to rotate the annular gears 45 to thus rotate the freely mounted member 66. The greater the load resistance of the member In and thereby the resistance of the sun gear 15 and the teeth 49, the

greater the rotational torque impressed on the annular gear teeth 45 by the planet teeth 49. Thus rotational tendency will be transmitted to the shaft 15 and thus to the planet gears 36 and thereby to the annular teeth 88 to rotate the fluid drive element 21 clockwise. The relative clockwise speeds of the fluid drive element 21, shaft I6 and fluid drive element 26 will depend on the relative values of the elements of gearing, fluid medium and the fluid drive coupling elements. Letit be assumed for the purpose of this description,- that the relation and details of the gearing and fluid elements is such that an increase of speed of the member H will cause the said gearing elements and. the fluid drive elements to rotate the member l6 at a still greater increase of speed. a

In general, and with the embodiment shown by Figure 1, such an assumption is consistent and in keeping with the connecting force resolving action of the fluid and gearing elements as hereinbefore described and in actual operation of the device. Thus the mechanism as shown by the means of Figure 1 is inherently self-limiting to the extent'that the speed of the now driving member I I will normally be limited, or the source of power driving the shaft II will have to be increased in order to appreciably increase its predetermined operating speed.

Stated differently, the speed of the member I will normally increase faster than the speed of the member II.

The portions 58 and 11 are always rotated clockwise as the member ll becomes the driving member, and because 'in the embodiment of Figure 1 the roller brakes I3--l3 and are considered as unidirectional brakes they will not be operated during clock-wise rotation of the portions 58 and 11a. The mechanism of Figure 1 is entirely automatic whether the power is being transmitted to either of the members In and H.

Thus, according to the present disclosure, I provide a highly eflicient combined fluid drive and selective positive speed-drive transmission mechanism. The mechanism automatically selects a positive-speed drive relation according to the load torque on the driven member H, and automatically acts to limit the speed of the vehicle when running against compression.

By means of Figure 8 there is shown a modification of the means of Figure 1 in which no roller brakes are employed. The annular gear portions 58 and 11 of Figure 1 are modified to include the oil pump gears 81 and 88. The modifled portion 58a is a part of one pump known as the low speed pump, and the modified portion 11-41 is a part of a second pump known as the intermediate pump. The portions 86 separate the pumps so that oil cannot flow from one to the other. Portions and 85 constitute the outer gears of the said pumps. Thus toothed portions 84 and 58-a constitute the low pump, and portions 11a and 85 constitute the intermediate pump. When the modification of the means of Figure 1 as shown by Figure 8 is employed the fluid coupling elements 26 and 21, the gearing elements and the members In and H may be similar. The diiference between the two sets of means is found in the operation. Figure 1 includes clutch rollers held by the member 56 in turn to hold the gearing elements to mechanically effect speed drive relations between the members l0 and II. Figure 8 includes fluid braking elements unidirectionally held by the opposition of fluid against compression. This opposition is caused by more or less conventional check valves actuated by portions of the said fluid. The unidirectional braking action of the selectively actuated fluid braking mechanisms will and 92 together constituting a fluid'pump and associated openings and check valve. A duplicate set is shown in Figure 8 and may be identified in part by the numerals 11-0, 18, 98, 88, 81, 85, 49, 80c, 90-e.

The oil valves would be set to cause the annular gears to be held approximately stationary until a predetermined oil pressure is created by an increase of load torque on the driven member I I as described in the said U. S. application 353,441. When member II is driving the valves would be provided to ,operate at unidirectional pressures as explained in my said application It is not believed that the teaching of the application 353,441 should be repeated. In general, the modification includes the pumps'oi Figure 6 and valve assembly of Figures 8 and 11-13 inclusive of application 353,441 in combination with the fluid drive elements and the gear elements of Figure 1 of the present disclosure. A pump fluid braking means of Figure 8 may be used with a roller brake mechanism means of Figure 1.

While I have shown and described and have pointed out in the annexed claims certain new and novel features of my invention, it will be understood that certain well known equivalents of the elements illustrated may be used, and

in turn be imparted to the certain gearing elements actuating same by power derived from the driving member. Thus the more or less conventional pump means 84, 81, 88, 58-a, is substituted for the annular gear 58, rollers I3B, member 56, springs, cams of Figure l as an equivalent means of braking or holding the annular gear and thus.

the runner element 21. Similar substitutions are made for the means including the rollers 10. Both sets of means (that of Figure 1 and of Figure 8) are automatically torque responsive to change from the low torque load slip-drive action of the fluid drive couple 26-21 to the positive speed-torque drive action of the gearing and the said holding means during high torque intervals as the member 21 is rotated counterclockwise at the approximate speed of the clockwise rotating element 26. Figure 9 shows a section of the annular gear 58-a and the portions 88, 89, 81, 90-0, Bil-d, 84, 88, 80-0, 80-17, .18

that various other substitutions, omissions and changesin the form and details of the devices illustrated may be made by those skilled in the art without departing from the spirit of my invention.

For example, the elements of planetary gearing of Figure 1 may be increased so as to provide additional annular gears and thereby-additional selective positive speed-torque drive relations between the members l0 and II. If for any reason, the fluid medium of the coupling of Figure 1 is absent, the fluid coupling in operative effect will be removed. The planetary (58) portion of the runner element (21) would quickly decrease in clockwise speed to approach zero speed (or rest) with any appreciable load torque impressed on the member II. cause there would be no fluid drive clockwise torque from the said coupling (2621) impressed on the portion (58). The torque'transmitted by the constantly rotating sun teeth 43 will tend to rotate the planet gears 36 and there through the runner element 21 counter clockwise without opposition. With increase of load torque on the member I I, one annular gear after the other will pass through zero speed to be held and more or less released as hereinbefore described. (See fluid pump elements of Figure 8.) Each annular gear will be retarded or stopped during the variation of load torque between the limits of a selected load torque band in a hunting manner as also described hereinbefore.

Having thus described my invention, I claim: 1. In a device of the class described, the combination including drive and driven'power rotors, differential speed'drive sets and fluid drive coupling elements normally in differential fluid drive relation about a common axis, said driving rotor positively drive connected to one of the said coupling elements, said speed drive sets positively drive connected to the other said coupling and to both of the said rotors, and drive control braking means including a ring-shaped axially extending cammed portion, means for resiliently positioning the said cammed portion over a limited degree of rotary motion about the said commonaxis, stationary cammed portions and a plurality of sets This is true, be-.

of roller brakes carried by certain of the said differential speed sets and unidirectionally mov able into and out of clutching relation with certain clutching surfaces of the said axially movable portion as a function of the direction of motion of the said certain speed sets.

2. In combination, driving and drh/en power members, elements of planetary gearing and fluid drive coupling indrive relation about a common axis, one element of the said coupling drive connected to the said driven member and the other coupling element drive connected to an element of the said gearing, elements of the said gearing drive connected to both of the said power members, and speed drive control means also mounted for rotation about the said axis and including at cammed axially extending cylindrical brake control member, springs, stationary cammed sursaid coupling elements and a part of said power members submerged in said fluid within said casing and in fluid drive relation about acommon axis, and a plurality of separately positioned braking means included a common-ring-shaped member against thesaid springs and said cams a limited degree of motion relative thereto, said sets arranged so as to be selected and actuated into and out of braking engagement with portions of the said axially extending member as an automatic function of the extent and direction of retation of certain of the said gearing elements.

3. In a device of thecIass described, power ro tors, elements of gearing and elements of fluid drive coupling in fluid slip-drive relation about a common axis, and torque responsive braking drive I with two modes of motion according to the load torque on the said driven member.

6. In combination, drive and driven power members, a fluid drive coupling comprising segmental impeller and runner elements and differcontrol means including groups of brake rollers movement relative thereto, co-operative stationary cammed portions, resilient elements and a cammed axially extending cylindrical member operatively associated with the said stationary cammed portions and said resilient elements so as to have a limited degree of axial and rotarymovement relative thereto, said rollers operatively positioned so as to be moved into and out of clutching relation with the said axially extending member as a function of the directionally relative speeds of the said certain gearing elements.

4. In combination, drive and driven power members, speed drive gearing elements and a fluid drive coupling including segmental impeller and runner elements normally in differential fluid slip-drive relation about a common axis, said" drive member positively drive connected to one of the said fluid coupling elements, said gearing elements positively drive connected to the other said fluid drive coupling and to both of the said power members, a ring-shaped drive control member, springs, andassociated stationary cammed portions for normally positioning the said drive control member relative to the said;

ential speed gearing elements normally in differential fluid drive relation, said drive member positively drive connected to the said impeller element, said gearing elements positively drive connected tothe said runner elements and to both of the said power members, and further fluid drive couplings constituting fluid drive braking means separately mounted and each including fluid drive portions mountedfor rotation with certain of the said gearing elements, associated stationary fluid drive elements and flow control valves arranged so asto be unidirectionally actuated by fluid energized by the said mounted fluid drive portions with power derived from the said driving member through the said gearing elements according to the directional rotation of the said gearing elements and therethroughathe difference in speed of the said members.

7. In a device of the class described, drive and driven power members, torque responsive ele-- I normally. movable relative thereto, a common ringshaped, member substantially encircling the said gearing elements, associated stationary cammed portions, anda plurality of springs for normally torque responsive-Typositioning the said ringshaped member relative to the said stationary cammed' portions and the said roller brakes, said rollerbrakes selectively moved into and out of clutching relation with the'said ring-shaped member according tothe torque responsive direction 5. In a device of the class described, the com-- bination of a fluid tight casing, a pair of fluid tight bearings positioned in openings in the said casing, a pair of power members mounted for relative rotation in the said bearings and extending through the said bearings, speed-drive torque of rotation of the 'said certain gearing element carrying the said roller brakes.

8. In combination, means constituting elements of cascaded planetary gearing, a' pair of power responsive elements of planetary gearing and a rotors, a fluid, afluid impeller couple element drive connected to one of the said rotors, a runner couple element drive connected to an element of the said gearing and therethr'ough to all the said gearing elements, certain elements of said gearing drive connected to both of the said rotors, a plurality of fluid pumps respectively drive connected to certain of the said-gearing elements so bination of means 'including a casing, a fluid that a portion of the said fluid will be actuated according to the individual extent and direction of rotation of the said certain gearing elements,

and a plurality of check valves respectively associated with the said pumps and therefore actu-v ated fluid to control the flowof same according to the said extent and direction of rotation of the said certain gearing elements.

9. In a fluid-mechanical drive control mechanism, the combination of means including a fluid, a pair of power rotors, planetary gearing, a fluid drive coupling, a plurality of fluid pumps and a plurality'of check valves all operatively immersed in the said fluid, said coupling drive connected to the gearing and one of the rotors, said -g'e'ar-,

ing drive connected 'to both of the rotors, each with one of the said valves. v I I 10. In a device of the class described, the combination including a casing, a. fluid, a pair of of said pumps separately drive connected to an element of the gearing and operatively associated power rotors extending through the walls of the I said casing, a single couple of fluid drive elements, gearingelements in cascade drive arrangement, said rotors, said couple elements, and said gearing elements mounted in said fluid for differential rotation about a common axis, a plurality of fluid pumping means and respective valves arranged so as to be actuated according to the'direction of flow of the fluid in the respectively associated pump to control the fluid pump- ,ing actionvof the same, said gearing drive connected to both of the said rotors, said fluid drive elements drive connected to the said gearing and one ofthe rotors, said pumping means respec- ,tively drive connected to, certain elements of the.

said gearing, all of said movable means constantly immersed in the said fluid.

-ll. In a combined fluid drive and automatic selective speed power transmission mechanism,

the combination of means including a fluid medium, a pair of power rotors, elements of gearing, elements of a fluid drive coupling and torque responsive brake means mounted substantially within an enclosure and submerged in the said fluid, said gearing elements differentially drive connected to both rotors so that certain of the said gearing elements will respectively change 'gearing and a fluid coupling normally in slip drive relation so that certain elements of the said medium, a pair of power members, elements of cascaded planetary gearing, elements of a fluid drive coupling and movable brake elements mounted substantially within said casing iortrel ative movement in said medium and about a common axis so that certain elements oi the said planetary gearing will be respectively reversed in direction of motion one after the other as a function of the diflerence in speed 01' the said couple elementa'said gearing elements drive connected to both of the members, said coupling and to said brake elements, said coupling also drive connected to one of the members. and, fur.- ther brake elements including stationary; portions each equipped with a check valve operatively associated with the saidmovable brake elements to be selectively actuated by brake energized portions of the said fluid so as to cause said m'ovable elements to be individually 'and'collectively unidirectionally actuated in'accordance'with the r relative speed of the said coupling elements. l

14. In combination, planetary gearing, fluid coupling including impeller and runner'elements,

dividuallyand collectively according tothe'direction ofrotation of certain elements of the said planetary gearing.

15. In combination, power members, gearingand a fluid coupling, said gearing drive connected :to both of the said powerjmembers, said coupling "drive connected to one of the said members-and the said gearing, said gearing including [speed drive elements arranged so as to. be respectively reversed in direction of rotation according to the extent oi change in diflerence in speed of the said members, fluid pumpmechanisms each drive connected to a diflerent reversible gearing ele- V ment, a fluid for the said combination, and valve means operatively associated with each of the said mechanisms 'by power derived from said connected reversible gearing elements through pump actuated portions of said fluid so as tend to selectively retard said gearing elements as a function of a difference in speed of the said power members individually and collectively,

earing will respectively change direction of ro-,

tation according to the extent of chan e in speed diflerence of the said members, and brake mechanisms including brake control elements respectively drive connected to elements of the gear-1 ing and therethrough differentially drive connected to both of the said members and the said coupling, said control elements individually actuated as a motion of the extent oi individual .change in direction of rotation of said,respectively connected certain elements of the said' gearing and thus the relative speeds 01 said elements of the said coupling.

13. In a device of theclass described, the com- 16. In a device of the class described, the com bination of a fluid, wpower. mem bers. planetarygearing and a fluid coupling normally in drive relation in and 'by said fluid, and a plurality of torque responsive fluid braking or anization including-pumping elements respectively drive related to certain elements of the said gearing in turn drive related to the said coupling and to both of the said members, one of the said members drive related to the said couplin said gearin includin certain speed drive elements arrang d so as to tend, to be varied as to the extent and direction of their rotation in accordance wi h a chan ein the difference in speed of the aid members, said braking organizations each includin a. portion of said fluid and a stop valve for controlling the flow of said fluid portion when actuated by power, derived from the said certain earing element according to the individual ex n d rmnq manner asc rta n element. I

17. In an automatic speeddrive control mechanism, the combination of means includin a fluid,-a pair of power members, speed drive elements collectively constituting cascaded plane-- tary gearing and a fluid drive coupling surrounded by the said fluid andin drive relation about a l circling the said gearing and a plurality of 7 springs, said axially extending Portion normally positioned so as, to have a limited degree of rotary and v axially relative movement against ,said

springs and said'cammed portion, and a plurality of sets of roller brakes mfi lnted-ior rotation on certain of the said gea ngclements and having a limited degree'of movement relative theretoso member, and a driven member, elements or a fluid coupling, sun, planet and. annular elements of as to beselectively moved into and out ofbraking relation with the said axially extending portion by means of power derived{rOm-thedri ingmem- .ber so that-the said gearingelements willberetarded and finally stoppedbythe braking action between thesaid certain set of roller brakes and the said axially extending portion .androtated in the relatively opposite direction ,andzretarded tova greater degree by the additional braking relation between another set of roller brakes an the said portion, said retarding-action occurring as an automatic function of thedifierence in speed of the saidmembers'.

18. In a device of the class described, the combers, planetarygearing and fluid coupling in differential drive relation in saidfluid, said gearing positively drive connected to both-of the said ranged so that certain of the said'elements will be sequentially reversed in direction of rotationaccording to the variation ofthe said differential relation, said other coupling element drive con- ,for a given speed of the driving member thereby to control the unidirectional brakirigaction of the said respective braking organizations and bination of means including a fluid, power mem- :1 members andto an element .of the said coupling, said gearing including elements operatively artherethrough the universal fluiddrivcn ction of Y the s'aid'fluid coupling.

19. In a combination slip-drive and positive drive power transmission mechanism including a pair of power members, elements of planetary gearing and a, fluid coupling including an impeller element and a runner element, said gearing drive connected to both of the said members,

and to the said runner element, said impeller eleplanetary gearing and a plurality of fluid brakannular-elements, said driving member connected to an element of the said fluid coupling and to one of the said sun elements, said driven member drive connected to a certain one of the said planet elements, said other fluid coupling element drive related to one of the said annular elements each of said braking means including elements of a gear pump and an associated check valve, said check valve selectively actuated according to the directionalpumping action ofthe pump in turn arranged so asto be actuated according to the extent and direction .of rotation of the said associated annular element.

21. Inadevice of the class described, the combination including a fluid, a pair of power members, elementsof afluid coupling, elements of planetary gearing and unidirectionally controlled braking mechanisms normally in slip-drive ditferential relation when operatively submergedin the said fluid, said gearing drive connected to bothof the said members and to one of the fluidvpower derived from one of the said power members according to the extent and direction of I0 tation of the respectively associated gearing element.

22. Ina device of the class described, the combination including a pair of power members, gearing elements and a fluid drive coupling in drive relation said gearing elements drive connected to both of the said members and to an element of the said coupling so that certain members of the said'gearing will respectively change the direction and extent of rotation as a function of the fluid drive relations of the coupling elements, the other element of the coupling drive connected to one of the members, and a plurality of self-limiting fluid brake means respectively drive connected to the said certain elements of the'said gearing and formed with fluid flow control portions for unidirectionally causing the said brak means to individually and collectively derive braking power from one of the said members driven member, a fluid coupling formed with an impeller element and a runner element, elements of planetary gearing and self-energizing braking means each brake means including a unidirectional fluid pumping organization, and further ment drive connected to one of the members and fluid drive related to the said runner element, a

plurality of fluid pumping mechanisms respectively drive connected to certain of the said gearing elements,.fluid for the said coupling andsaid pumping mechanisms, and check valves for each of the saidpumping mechanisms.

20. In a device of the class described, the combination including a fluid medium, a driving means for drive relating the said gearing and brake means'so that the said braking means will be respectively energized by certain 01 the gearing elements to individually and collectively tend to unidirectionally hold and rotate the said run-. ner according to the extent and direction of their rotation, said further means also including a gear element for drive relating elementsoi the saidgearing to the said runner so as to normally dedrive relating the said means in the said fluid so 7 crease the said runner speed upon an initial increase in the load on the said driven member and thus a connecting force resolving action on certain of the said braking means, a further increase of said load reacting on said gearing and said braking means to cause a still further decrease in speed and finally a reverse in the direction of rotation of the said runner, and'a still further increase in said load reacting on the said braking means to cause the said reverse rotation speed of the said runner to approach a relatively reverse speed approximately equal to the opposite speed of the said impeller to approximately neutralize the fluid drive action of thesaid 'cou-.

pling thereby to operatively eliminate the said fluid coupling drive action between the said members as only the positive power. transmission action continues.

24. In a power transmission mechanism including a pair of power members, a fluid, a fluid coupling, torque responsive gearing elements and fluid brakes, and means for diflerentially and normally slip-drive relating said members, said coupling, said gearing and brakes in the said fluid so as to actuate said brakes by said gearing, said brakes arranged so as to tend to automatically resist said actuation according to the extent and direction of same to control said gearing in its connecting force resolving drive relation with said coupling to universally fluid drive relate the elements of said coupling and thus the said slipdrive action between the members to be micromatically superseded by a, positive drive action as V a function of the change in speed difference of tions and an operatively associated check valve,.

and drive relating means for universally fluid that the said brake mechanism will unidirectionof the gearing according to the extent and direction of their individual torque responsive rotation to yieldably control same to effect universal fluid drive relation between elements of the said coupling thereby to further effect speed drive relations between the said member in accordance with the load on one of the said members.

26. In a combination fluid-and positive drive ing the said means so as to vary the difference in speed of the said members in accordance with the universal slip-drive action of the said coupling,-

said gearing arranged so that certain of its elements will respectively reverse according to the extent and direction of speed change of the members in turn to respectively actuate the said braking means according to the'extent and direction of said reverse, said universal slip-drive. retarding action resulting from the action of the said braking means on the said gearing.

27. In a device of the class described, a pair of power members, elements of gearing, -a slip-drive I coupling and a plurality of unidirectional retarding mechanisms, said gearing elements drive con nected to both members, an element of the said coupling and respectively drive related to the mechanisms, the other member drive connected to an element of the gearing, said members, said coupling elements and said gearing arranged so as to be normally in slip-drive diflerential relation, said mechanisms energized by power derived from the said respective gearing elements to tend to retard said respective elements accordin to the extent and direction of their rotation. I

HOWARD J. MURRAY.

US424644A 1941-12-27 1941-12-27 Combined fluid drive and automatic selective speed power transmission mechanism Expired - Lifetime US2368865A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US424644A US2368865A (en) 1941-12-27 1941-12-27 Combined fluid drive and automatic selective speed power transmission mechanism

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US424644A US2368865A (en) 1941-12-27 1941-12-27 Combined fluid drive and automatic selective speed power transmission mechanism

Publications (1)

Publication Number Publication Date
US2368865A true US2368865A (en) 1945-02-06

Family

ID=23683347

Family Applications (1)

Application Number Title Priority Date Filing Date
US424644A Expired - Lifetime US2368865A (en) 1941-12-27 1941-12-27 Combined fluid drive and automatic selective speed power transmission mechanism

Country Status (1)

Country Link
US (1) US2368865A (en)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2544542A (en) * 1945-09-07 1951-03-06 Wright Aeronautical Corp Transmission
US2749773A (en) * 1951-12-15 1956-06-12 Howard W Simpson Hydrodynamically driven planetary transmission
US2834228A (en) * 1954-02-23 1958-05-13 Charles I Place Turbo-mechanical transmission
FR2230904A1 (en) * 1973-05-23 1974-12-20 Reenskoug Hans
US20020100595A1 (en) * 1999-02-26 2002-08-01 Shell Oil Co. Flow control system for an apparatus for radially expanding tubular members
US20040112589A1 (en) * 2000-10-02 2004-06-17 Cook Robert Lance Mono-diameter wellbore casing
US20070056743A1 (en) * 2003-09-02 2007-03-15 Enventure Global Technology Method of radially expanding and plastically deforming tubular members
US20080018099A1 (en) * 2003-02-18 2008-01-24 Enventure Global Technology Protective compression and tension sleeves for threaded connections for radially expandable tubular members

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2544542A (en) * 1945-09-07 1951-03-06 Wright Aeronautical Corp Transmission
US2749773A (en) * 1951-12-15 1956-06-12 Howard W Simpson Hydrodynamically driven planetary transmission
US2834228A (en) * 1954-02-23 1958-05-13 Charles I Place Turbo-mechanical transmission
FR2230904A1 (en) * 1973-05-23 1974-12-20 Reenskoug Hans
US20020100595A1 (en) * 1999-02-26 2002-08-01 Shell Oil Co. Flow control system for an apparatus for radially expanding tubular members
US20040112589A1 (en) * 2000-10-02 2004-06-17 Cook Robert Lance Mono-diameter wellbore casing
US20080018099A1 (en) * 2003-02-18 2008-01-24 Enventure Global Technology Protective compression and tension sleeves for threaded connections for radially expandable tubular members
US20070056743A1 (en) * 2003-09-02 2007-03-15 Enventure Global Technology Method of radially expanding and plastically deforming tubular members

Similar Documents

Publication Publication Date Title
US3388779A (en) Drive differential with two-way overrunning clutch and temperature compensating operator
US3494224A (en) Infinitely variable transmission system
US3131582A (en) Transmission mechanism
US2152796A (en) Variable speed transmission
US2964959A (en) Accessory drive transmission
US2386220A (en) Two-speed driving mechanism
US2456328A (en) Variable speed transmission
US1903228A (en) Frictional gearing
US3048056A (en) Drive system
US3487726A (en) Auxiliary overdrive gear
US3517573A (en) Centrifugally actuated locking differential
US3239037A (en) Hydrokinetic power transmission with flexible clutch piston
US1618644A (en) Centrifugal clutch
US1978439A (en) Variable transmission
US2449608A (en) Transmission and control therefor
US2868341A (en) Double acting clutch
US2684591A (en) Torquemeter
US3249187A (en) One way positive clutch connected in parallel with overload release friction coupling
GB1394886A (en) Automotive differentials particularly for use in multiple driving axle vehicle
US2366646A (en) Multiengine drive
US2775331A (en) Clutch with coolant metering
US2196585A (en) Torque multiplying device
US2583556A (en) Planetary gear arrangement
US2918832A (en) Automotive device
US2414359A (en) Automatic transmission